Fkank majkowski



f. M'Allsowsxl. nAlLnoAn m uw, am famme mms. MILHIAIWIIl FILED HAY $5. IDH).

Patented 0145:. 2L1919.

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Emir tauxcwsKI, or oHIoaeo, ILnuroIs, 'assIeNoa or ONE-Hau* To WALTER ruaxowsm, or cmoaoo, ILLINOIS. y

BAILBQAD-TIE AND MIIrFAS'l'EN'ING MEANS.

To all whom t may concern:

Be it known that I, FRANK Mnaxowsxi,

a citizen of Warsaw, in' the territory for-v lmerly known as Russian Poland, new re- '5 Asiding at Chicago, in thecounty of Cook and tate of Illinois, and having heretofore formally declared'my intention of becoming a citizenof the United States, have invented certain new and useful Improvements in 10 Railroad-Ties and Rail-Fastening Means of which the following is a specification, 're erence being had' to, thelaocompanying draw- I ings, forming a part thereof.

This invention'relates to a metallic railroad tie having combined with it means for secu. 'n the track rails in plaee, all the parte eslgned for economical production d' with a view to giving extremely long "service, thusavoiding the fre' uent replacement which makes the use o wooden ties relatively expensive. The invention consists in the features and elements of construction hereinafter described and shown in the drawings as indicated by the claims. In the drawings:

F vre 1 is an elevation of tie embodyingt is invention, being taken as a transverse1section'through the track rails shown Supported by the ne, 4 so i 2 is a topplan view of the tie shown in Flg. lfsch vpatsbeing broken away to show in section various details of construction.

Fig. 3 is a detail section taken as indicated fat line 3,-3 on Fig. 2.

Fig. 4; isa detail section vtaken as lndicated at line i4-fl von Fig. 2. y

Fig. 5 is a detail section taken as indicated at line 5-.5 on Fig. 4. l

.6 is a vdetai section snnilar to Fig. 4,

4o -bt' owing a slightly modified construction.

The tie embodying" this invention is `de l signed to-be made 'as a malleable casting ofV the lightest possible cross section consistent' withthe necessarystrength in order to insure. economy in production and, as shown in the drawings, it consists-ofY a'horizontal web, 1, with marginal.V flanges, 2, 'extending downwardly `therefrom. in

66 parallel to thelangea 2, andY spaced e peeieation ot Letters lvatent.

lanes perpendicular to the direcany part of the rail, butl 1s tions of the flanges, 2, and end anges,.4, l,

and the'recess formed is filled with a cement Patented Oct. 21, 1919.. alipueanon and uyis, ma seran ne. asm're.'

mixture indicated at 5; for adding weight 60 and stability to the tie, and tosomeextent protecting its under surface from rust. If desired, additional ribs, 6, ma be formed on the under surface of the we ,1, and the body of concrete, 5,'may be bonded to the 65 metallic tie body by suspending a stript?, of Woven wire or expanded 'metal lat in. the space to be iilled with concrete by means of pins, or rivets, 7", projecting from bosses,

6, formed in said rlbs, the pins being se- 76 cured therein by setting them in tne mold at the time vof casting the tie.

Y To provide seats for lodgment ofthe track rails, A, the side flanges, 2, are made thicker as indicated at 8, near each end of the tie, 76 and these thickened portions of the flanges are connected by heavy ribs running longitudinally of the direction of the track andpositoned to extend just under each of the track rails, A. The tie illustrated in the 80 drawing is shown as having a continuous portion of rail lodged on its left hand end, but having the abutting ends of two con necting rails lodged at its right'hand endl and therefore requiring certain special pro- B5Av l visions for securing the rails at such a'goint. 4

It will be understood that the majority of ties in an ordinary track will have both ends formed like 'the left hand end of the tie shown, in which the heavy transverse rib, 9, directly supports the base of the rail, A, as indicated in Fig. 3. A pair of clamp members, 10, 10, each formed at its upper end to embrace the end of the baseflange of the rail, A, and each having an aperture;

near its lower end throughA which clamping? bolts, 11, extend, are placed one on each 'side of the rib, 9,` with ,the bolt, 11, passing Athrough an opening, 12, in said rib. The upper surface, A1, of the rail base ange bein inclined to the horizontal at each# side,

an'V the clam members, 10, en ging these inclined sur aces thus draw e rallbaso down on to the supporting surface ofthe rib 9 inaddition to securing it against lateral displacement thereon.-

The rail securin clam right hand end of` t e tie, 1n Fi may be substituted'for that just escribed at lly de-A shown at' the 1 and 2,

- indicated in Fi' 4, andis secured signed for securing to the tie andl at the same time cou 'ling ends of two a jacent rail sections in the tiaclr. For this reason, the clam 13 and 14, occupy the whole dlistance be' tween the flange portions, 8, 8, of the tie, to accommodate them,'the ribs, 3, are interrupted, theirmain portions terminat ing in a transverse ribz 1 and ,their extensions, 3*, endin in a similar transverse rib, 16, as shown in'ig.4 2. Between the ribs, 15 and 16, the heavy reinforcing rib, 17, extends transversely 4oi. the tie and directly under the position of the rail, A, and the base of the clamp. member, 13, is cast to just lit between thisrib,'1' f,;fand the rib, 16,has

i'n t is position. by a -head"bolt, 18,-en'gaging a notch, 19, formed in'the side ofsaid clamp' member, and extending in the web, 2, of 4'the 'tie,` with anut, 21, engaging its threaded lower end. The .upper portion of the clamp, 13, is .formed to en-` ga the inclinedffppei; surface, A', of the rai base llange, an the clamp meinber 14, is likewise formed at its upper rtion. lower art of said member, 1 however, is

v22,- carried ing sockets at 23 and tions, 8, an .bearinga ainst a channel, 25, ete'rii'ding orizontal outer side of-the* clam red pin Pe 24, in the llange poroove or -the' ribs, 3. Preferably siich longitudinal movement ofthe'. tapered pin 22, is secured bythreading" its s 'aller-end at 26, and thread i carries it, providing.thegidpositeendofthe pin with a helga l may be rotated any suitable wrench. If desired a lock nut, 28, be applied to the threaded end, 26,te1maintain the adjust ment. v

To protect the ta Rated-Pili hearing groove, 25, against,rusting, so that it may be readily releasediormdjusted occasionally in renewing the raiV A,.or merely tightening the 4clam i, tliewa l of the bearing groove, 25, may' continued inl the form of a sleeve, 29, ii i'ldsi rg the pin, 2,2,. thoiigh to permit-fits full range of adjustment and to a l modate a quantita' of""protective and ubricating cease or oil foi? preserving the surfaces of ne pin and its cooperating parts. And, if desi ,"ap'rotective hood, 30,'1nayA he providedfor the head, 27. of the pin, `22

clamping device at. the'rail joints together the 'abutting members,

. ment wi through a boss, 20',

in the tie by means of around ta- 'horizontally in bear-Y in' the member, 14, and slightly inclined toi-the irection of its railagainst the rib or abi'itv form'vo'f the groove or channel, 25, in which 'with ithe base of the rail, the clamp members, 22, vand its 4 ing' the. load on the rai may alsobe made to serve theA purpose df an anti-creeper by casting a lug, 31, in the jaw of the member, 13, near each end thereof. and forming the base Harige of each of the rails, A, with the notch, 32, close lo the end o the rail foren aging one of the lugs, 31. In accordance wit well understood practice, the rails, A, if laid in moderately cool' weather, should be placed with their adjacent ends spaced apart by some distance to allow for longitudinal expansion of the rail upon increase of temperature, and for the same reason, the notches, gated to rmit this relatively slight' movethe respect to the lugs, 31, of the clamp; but the said lugs will retain the rail ends within `the clamp and check the tendenc toward bodily ongitudinal movement o the rails, which is nearly always present in any portion of a railway track on account of the effect of traction or braking of trains runnin thereon.

In Fig.- 4 the ea'vy reinforcin rib, 17, is shown as lower than the margine flanges, B, and not'extending up'for direct en gement with the under surface of th'e rail ase. Instead, theclamping members, 13 and 14, are each formed with an inwardly/projecting portion, 13 and 14, respectively whose uper surface' extends directly under the rail ase, vandwhose lower surface is lodged upon the rib, 17. The effect of this construction is that the clampingmembers, 13 and 14, act primarily to 'oin the two abutting ends of the rail, A, il, being clamped over the base flanges of said rail bv the wedging action of the taper pin, 22, reacting against the rib, 16, of the tie, while the assembled -ioint thus formed` is merely retained in the the bolt, 18, and the concave thetap'er pin, 22, acts. The joint as a whole '-is, lodged upon the rib, 17, and thus the .Wgght of the trains passing over the track e7, bym-iena A, is transmitted to the portion, 13* and^'1?t, of the clamp members and through the rib, 17, to the tie. 4Fig'l 6 illustrates a slight modificatioh in. which the rib, 17", extends directly in contact 13* and 14", being formed without the portions, 13 and 14, havin no part in sustainbut acting entirely for securing the rails to the tie. In this case the topsiirface of the rib, 17, coperaties with the inclined overhangin the clam ing jaws of the mem rs, 13j' and 14", for a iningl the abutting ends of the two adjacent rail sections, A, and it may be understood that the member, 13", is provided with lugs smilarlo those shown at 31, in Fig. 2 for checking undue longitudinal l movement of the rail over the tie.

' I claim:

1 .A railroad tie of cast metal comprising 13o 32, Should be Elon;

lili

surfaces nf 1,20

vertical flanges extending transversely of the. rail and an integral seating rib connecting them in position to su :port a raii, an abutment extending parallel to anch 'rib and spaced therefrom, a rail-clampimr member having its base lodged between t ie seating rib and said abutment with a jaw portion cn'gaging the base l. angre of a rail, a. second clampingr member having a cooperating jaw en, ;a, l;in,lr the rail base at thc opposite side, and a. round tapered member ymrnaled in the said vertical fianges adjacent said second clamp and adj estable in the direction of its axis for crowding the clamn against the rail base..

2. In the combination defined in claim l, means opposing the adjustment of ,said tapered member in direction for releasing the clamp.

3. In the combination defined in claim 1, one end ol' said tapered member being threaded and carricdin a threaded socket in the flange ofthe tie, whereby its adjustment in the direction of its axis is effected by rotation in said threaded socket.,

4. 4In the combination defined in claim 1, one end of said tapered member being threaded and carried in a threaded socket in the fiange of the tie, whereby its adjnstment in the direction of itsk axis is effected' by rotatiomin said threaded socket, and a jam nut on said threaded portion outside the threaded socket for maintaining the parts in adjusted relation.

5. In the combination defined in claim 1 the second clamp member having a concave groove or channel in its side to receive the tapered member whose engagement with such concave groove interlocks the clamp with the tie preventing its upward withdra wal therefrom.

(Lin the. combination defined in claim 1, means interlocking,r the first clamping memher with the tie preventing its withdrawal therefrom.

'i'. In the combination defined in claim I, the second clamp member havlng a concave groove orchannel in its side to receivethe the second clamp member having a concave `groove or channel in its` side to receive the tapered member and the wall of such groove being extended to form a tubular sheath in closing the tapered member, with clearance for its longitudinal adjustment.

9. In combination with a railroad rail and a tie. formed'witl'ra seat for the rail and with a recess at the side. of such seat, a rail- .fastening member comprising a lower portion lodged in said recess and a hook-shaped portion extending overpthe base-Hangt?, of the rail, said lower portion having a groove`approximately parallel lo the rail, the tie havlng sockets at its opposite sides opening into the recess adjacent the ends of lsufch groove, and a tapered pin in said sockets engaging the groove of the fasteninomember.

In testimony whereof, Irhave hereunto set my hand at Chicago, Illinois, this 26th day of April, 1919.

FRANK MAJ-KOWSKI. 

